Reversible auxiliary locomotive



I t. 20, 1932. c. H. FROELICH REVERSIBLE AUXILIARY LOCOMOTIVE 4Sheets-Sheet, l I

Filed March 8. 1929 Sept. 20, 1932. c. H. FROELICH 1 7 REVERSIBLEAUXILIARY LOCOMOTIVE Filed March 8. 1929 4 Sheets-Sheet 2 gmento'alarenaa H iywel lkh.

Sept. 20, 1932.

c. H. FROELICH REVERSIBLE AUXILIARY LOCOMOTIVE Filed March 8, 1929 4Sheets-Sheet 5 Zlwuentoz Sepf. 20, 1932. c. H. FROELICH REVERSIBLEAUXILIARY LOCOMOTIVE Filed March 8, 1929 4 Sheets-Sheet 4 Patented Sept.20, 1932 UNITED STATES PATENT OFFICE CLARENCE HERVY FBOELICH, OFBETHLEHEM, PENNSYLVANIA, ASSIGNOB T BETH- LEHEM STEEL COMPANY, ACOREORATION OF PENNSYLVANIA REVERSIBLE AUXILIARY LOCOMOTIVE- Applicationfiled March 8,

My invention relates to motorized railway trucks, and more especially toauxiliary motors for locomotives and the like in which a truck for thelocomotive tender is motorized and adapted to be thrown in, to developaddi-' tional tractive force for the locomotive as in the case ofmaking. grades or the like.

One of the objectsof my invention is to provide an auxiliary motor for alocomotive which is adapted to be controlled from the cab of the engineand can be thrown into or out of working-operation when desired eitherin the forward or reverse travel of the locomotive.

Another ob'ect of my invention relates to the manner 0 operating theslide-valves for reversing the auxiliary motor, by mounting theeccentrics or crank-arms for operating the slide valves on a jack-shaftinstead of 2 directly on the crank-shaft. The jack-shaft being driven bythe rotation of the crankshaft in synchronism therewith by meansof agear which is mounted to rotate freely upon the jack-shaft, but drivingsaid jack-ashaft through differential gearing.

. Another object of my invention relates to the friction throwing devicemounted on the jack-shaft which is adapted to operate in both directionsand throw either one of the idler gears into mesh with the main-drivengear. r

Other objects will appear hereinafter.

Referring now to the accompanying four sheets of drawings which formpart of this specification and on which like characters represent likeparts:

Fig. 1 is a top plan view of a booster motor with parts shown inhorizontal section to more clearly illustrate the application of myinvention;

Fig. 2 is a vertical longitudinal section taken on the line 22 of Fig.1;

Fig. 3 is a vertical longitudinal section taken on the line 33 of Fig. 1i

- Fig. 4 is a detail view of the movable cam plate taken on the line 4-4of Fig. 5;

Fig. 5 is a detail top' plan view of the cam plates and adjacent parts;Fig. 6 is a detail view of the stationary cam 1929. Serial No. 845,270.

of Fig. 5, but looking in the opposite direction to that shown in Fig.4;

Fig. 7 is a detail longitudinal section of the friction clutch taken onthe line 7- 7 of Fig. 8, drawn on a larger scale to more clearly showthe manner of construction;

Fig. 8.i s a transverse section through the friction clutch taken on theline 88 of Fig. 7

Fig. 9 is a detail section of the compensating spring device;

Fig. 10 is a diagrammatic view of the booster motor and controlmechanism, illustratin the relative positions of the pistons and slidevalves;

Fig. 11 is a detail section view of the three way valve; and

Fig. 12 is a detail view illustrating a modified form of construction inwhich the crankshaft and jack-shaft are synchronized by means of gearingof uniform size.

' Referring now to the various charactersof reference on the drawings. 1indicates the frame or bed-plate of the auxiliary motor having journalbearings 22 by means of which it is supported at its forward end on theload bearing axle 3, upon which is mounted centrally the main drivengear 4. The rear end of the frame being suspended in any approved manneras from the truck frame (not shown or it may be supported on the rearaxle i desired. The frame 1 isalso formed at intermediate points withspaced bearings 5 5 for the crank-shaft 6, and bearings 7 and 8 for thej ack-shaft 9.

- A gear 10' is mounted centrally on the crank-shaft 6 within arocker-frame 11, which is journalled tothe crank-shaft 6 on each side ofthe gear 10. The sides of the rocker-frame being connected together bymeans of ribs 12, 13 and 14. The two sides of the rocker-frame areformed with upwardly and downwardly extending portions 15 and 16 withinwhich is j ournaled as at 17 and 18 the ends for the shafts of idlergears 19 and 20 meshing with, and driven by the gear 10 on thecrank-shaft 6.

The auxiliary motor preferably consists of a pair of cylinders 21 and 22in which recipplate. The view being taken on the line 4-4 rocatingpistons 23 and 24 connected by means" I of piston rods and 26 tocross-heads 27 and 28 and operating pitmans 29 and 30 the latter beingconnected to cranks 31 and 32 keyed on the outer ends of the crank-shaft6.

The fluid Pressure sup lied to the cylinders 21 and 22 which may scontrolled in any approved manner by the engineer in the cab, enters thecylinder casing through the supply pipe 33, thence it passes throughports 34 and 35 to the slide-valves 36 and 37 which controlthe supplyand exhaust to the cylinders through the ducts 38 and 39, and channels40 and 41 respectively. The slide-valves are connected throughpiston-rods to rockerarms 42 and 43 on the rock-shafts 44 and 45, whichare journaled in bearings mounted on the frame 1. Similar rocker-arms 46and 47 1 are attached at intermediate points \to the rock-shafts 44 andand are connected by means of pitmans 48 and 49- to crank-arms oreccentrics 50 and 51, keyed to the outer gral with the friction plates61.

A diflt'erential gearing is mounted on the jack-shaft 9, opposite thehead of the tubular clutch member 56 comprising beveled gears 62 and 63separated by a spider 64 and geared together by means of idler beveledgear 65 and 66 journaled in the spider at opposite sides thereof.Beveled gear 63 is keyed to the jack-shaft 9, while beveled gear 62 andspider 64 are rotatably mounted on the 'ackshaft. Gear 62 has a collarextending t erefrom as at 67 upon which is mounted and keyed as at 68the hub of a gear 69 which meshes with gear 10 mounted on the crankshaft6. The gear 69 has an annular flanged edge 70 which projects over theflange 58 of the head 57 and has notches 71 formed therein in radialalignment with the notches 59, for receiving the projections 72 offriction plates 73. These plates 73 are adaptedto extend between thefriction plates 61. The friction plates 61 and 73 are further spacedapart by means of friction rings 74. The differential gearing and gear69 are held against longitudinal movement by means of the journalbearing 7 and an annular flanged abutment 75 formed integral with thejack-shaft 9.

The tubular clutch member 56 is j ournaled centrally in a bearing 76 andis held against longitudinal movement by means of the head 57 whichengages one side of the bearing and a nut 77 at the opposite sidethereof. A cap 78 is seated on the outer tubular end of the clutchmember having an offset for receiving one end of a helical spring '7 9,the opposite end of the spring engaging a flange formed on the movablecam-plate 80, having cams 81 and 82 projecting therefrom for engaging astationary cam-plate 83 attached to one side of the bearing 8, saidcam-plate having cam surfaces 84 and 85 on its inner side face.

33 is cut off as illustrated in Figs. 2 and 3 y and to balance orcorrect the preponderance of weight of the two over-hung idler gears, acompensating device comprising a spring actuated rod 91, the head end ofwhich is at tached to outwardly extending ears 92 formed on the rib 14of the rocker-frame 11, by means of a pin 93. This rod extends through acasing 94 which is pivoted near its lower end to the motor frame 1 as at95 and has a ring 96 screwed into its lower end as indicated in Fig. 9.A nut 97 and washer 98 are secured v to the lower end of the rod and abushing 99 is mounted on the upper end of the casing adapted to engagethe head of the rod. Helical springs 100 and 101 are interposed be-;

tween ring 98 and the bushing 99, and the upper end of the casing. Withthis constructlon when the rod is pulled out as is the case when theidler gear 19 is thrown into mesh with the main driven gear 4, as is thecase when running forward both springs are compressed, but when themotor is reversed 'and the idler-gear 20 meshes with the main drivengear only the inner spring 101 is compressed.

The spider 64 is rotatably mounted on the jack-shaft, but is preventedfrom rotating while the motor is running forward by means of a piston102, the upper end of the rod 103 of which is pivoted on an outwardlyextending arm 104 formed integral with the spider 64. This piston isadapted to reciprocate within a casing 105 which is pivotally attachedto the frame 1 and is held against movement when the motor is runningforward by means of a spring 10.6, which is interposed between thepiston and the upper end of the casing. When it is desired to reversethe motor, the engineer swings the lever 107 to the left reciprocatingthe locomotive reversing rod 108 havin the inclined ways 109 and 110thereon. he inclined way 110 engaging the roller 111 mounted on theouter end of the arm 112 attached to the stem of a three-way valve 113,rotating the same until valve port 114 registers with the means of whichthe crank-shaft 6 ma air port 115 of a pipe connection 116, leading toan air reservoir or the like, while the valve port 117 registers withthe port 118 in the valve casing, having a pipe connection 119 leadingto the piston casing 105, thereby reciprocating the piston 102 androtating the spider 64. When the lever 107 is moved to the extreme rightposition past the vertical center line the inclined way 109 will engage1o roller 111 thereby rotating the valve so that the port 120 willregister with the exhaust port 121 thereby allowing the fluid pressureto be exhausted from the piston casing 105 while the su ply of air fromthe reservoir will be cut off? In order to limit the forward movement ofthe idlergears 19 and 20 the rocker-frame 11 has contact rojectionsextending from the sides thereo as at 122 for engagingabutgo mentsformed on the bed-frame 1 as at 123. In Figs. 1, 2 and 10 I haveilliistrated the gear 10 which is mountedon the crank-shaft 6, ofsmaller size than the gear 69 on the jack-shaft 9, while the beveledgear 63 kc ed to the jack-shaft is of smaller diameter t an the bevelgear 62. The beveled gears being so proportioned as to size that whengear 63 is rotated through the beveled idler-gears" 65 and 66 thejack-shaft 9 will rotate at the same angular rate of speed. In thismanner a larger friction clutch may be used.

In Fig. 12 I have shown another way by be synchronized with thejack-shaft 9, in w ich gear 69' is of the same diameter as gear 10,while beveled gear 62' and 63' of the differential will also be of thesame diameter and driven by idler beveled gears 65 and 66. 4 Otherwisethe differential and structure is the same as above described and thesame reference numerals will appl thereto.

The operation of m auxiliary motor is as follows: Assuming that thelocomotive is traveling forward and the parts of the m0 tor are in theposition indicated in Figs. 1,

2, 3 and 10 of the drawings, which is the neu tral position whemtheauxiliary motor is out of operation and it is desired to cut in themotor to develop additional tractive force for the locomotive. Theengineer opens a valve (not shown) admitting steam into the supply pipe33 thence it passes through ports 34 and 35 to the slide-valves 36 and37 which control the supply and exhaust to the cylinders 21 and 22through the ducts 38 and 39,

and channels 40 and-41 respectively. a

As the pistons 23 and 24 are reciprocated by the fluid-pressure theytransmit rotary movement to the crank-shaft 6 through their pistonrods,cross-heads pitmans and crank-arms. As the crank-shaft rotates, the gear10 keyed thereto transmits rotary motionto the idler gears 19 and 20,and ack-shaft 9 through the gear 69 and the differential gearing,comprismg beveled gears 62 and 63 and idler gears 65 and 66. Thecrank-shaft and jack-shaft 9 are synchronized to rotate to-- against theclosed end of the cylinder 105 by the spring 106. As shown in thefigures the friction disks are in frictional engagement with each other.As the jack-shaft 9 rotates in the direction indicated by the arrows inFig. 2 the friction disks being in frictional engagement the outerplates held by the notches 71 of flange 70 formed integral with gear 69transmit any torque to the clutch quill 52 and the tubular clutch member56 which is connected by the link 87 to the rockerframe 11, rocks theframe and throws the idler gear 19 into mesh with themain driven gear 1.At the same time the rotation of the quill 52 with the movable cam-platekeyed thereto carrying cams 81 and 82 will be brought into engagementwith cams 84 and .85 on fixed cam plate 73, thereby pushing the quill 52longitudinally and releasing the friction plates from engagement witheach other so that the quill 52 and clutch member 56 will remainstationary, while gear 69 through ,7 the differential gearing willrotate the jackshaft 9 with the eccentrics'or crank-arms 50 and 51mounted on the outer ends thereof and connected to the slide-valves 36and 37 for operating the same.

When the locomotive is traveling backward and it is desired to throw inthe axiliary motor in the reverse direction to add additional tractiveforce for the locomotive, the engineer swings the lever 107 to the leftthereby reciprocating the locomotive reversing rod 108 with the inclinedways 109 and 110 carried thereby and in so doing the inclined way 110engages the roller 111 on the arm 112 attached to the stem of valve 113thereby rotating the valve until ports 114 and 115, and 116 and 117respectively register with each other. Fluid pressure from the airsupply reservoir through pipe 116 will then be admitted reciprocatingthe piston 102 and rod 103 thereby rotating the s ider 64 of thedifferential. The rotation o the spider 64 produces a multipliedrotation in relation to the crankshaft 6' of the gear 63, hencejack-shaft 9, displacing the relative position of the eccentric orcrank-arms 50' and 51. By limiting 'the amount of travel ofthe piston102 the through pipe 119 to the reversing cylinder similar totheoperation for running forward above described, except that as thecrankshaft 6 and jack-shaft 9 will rotate in the opposite direction tothe arrows as indicated in Fig. 2 the idler gear 20 will be thrown intoengagement with the main driven gear 4 therebyjdriving it in the reversedirection. I When the locomotive reversing lever 107 is moved forwardagain to the right past the .center or neutral position the roller 111engages the inclined way 109 rotating the valve 113 until ports 114,118, 120 and 121 register, and at the same time closes the supply line116. The entrappedair in the reversing cylinder 105 will then bepermitted to escape to the atmosphere. Piston 102 will then reciprocatebackward under the pressure of spring 106 and acting through thedifferential returns the eccentrics or crank-arms to their .originalpositions for the forward running direction.

When the supply of fluid pressure is cut off from the supply pipe 33,the compensating device comprising the spring actuated rod 91, the upperend of which is pivotally attached to the ears 92 which are formedintegral with the rib 14: of the rocker frame 11, and extends downwardlytherefrom through the casing 94, the lower end of said casing beingpivoted to the motor frame 1 as at 95 the construction of which isillustrated more clearly in Figs. 3 and 9, will automatically return theidler gears 19 and 20 to the neutral position out of engagemen with themain driving gear 4.

It will be noted that the engagement of the cam surfaces 81 and 82 withthe cam surfaces 84 and 85 moves the quill 52 inward 79 from thefriction plates allowing the outer plates of the clutch to rotatefreely, the reaction of the clutch spring 79 being then against thebearing 76 fixed on the frame 1. The posiof the pressure on the frictionplates will preferably take place just after the teeth of theidler-gears 19 or 20 have engaged those of the main driven gear 4, butbefore the gears are fully'in mesh. Further rotation of thevflicker-frame 11 is obtained from the tooth pressure whose directionand rotation tends to draw the gearsfurther into mesh.

It will be understood that although I have described the auxiliary motoras being'cut into operation while traveling forward, or backward itcould be accomplished in the same manner while the locomotive isstationary, or at the same time the locomotive is started, if desired.

Although I have shown and. described my I invention in considerabledetail, I do not wish to be limited to the exact and specific 5 detailsshown and described, but may use such substitutions, modifications'orrequivalents thereof as are embraced within the scope of my invention oras pointed out in the. claims.

Having thus described my invention what I claim and desire to secure byLetters Patent is: L V

1. In an auxiliary locomotive, comprising an; axle having a gear mountedthereon, a crank-shaft having means mountedthereon for rotating theaxle, a motor for rotating the crank-shaft, a jack-shaft geared to thecrankshaft and adapted to rotate in synchronism, and means coacting withthe jack-shaft for reversing the rotation of the crank-shaft.

2. In a reversing mechanism for auxiliary locomotives, the combinationof.a motor, a driven-axle, a crank-shaft, means carried by thecrank-shaft for rotating the driven-axle in one direction, means mountedon the crank-shaft for driving the axle in the reverse direction, andfluid-pressure means for reversing the" motor.

3. Ina reversing mechanism for auxiliary locomotives, the combination'ofa motor, a driven-axle, a crank-shaft rotated by the motor, a jack-shaftgeared to the crank-shaft and adapted to rotate in synchronismtherewith, fiui'd-pressure means for reversing the motor, means carriedby the crank-shaft for rotating the driven-axle and means mounted onthejack-shaft for reversing the rotation of the driven-axle.

4. In a reversing mechanism for auxiliary locomotives, the combinationof a motor, a main driven-axle, a crank-shaft rotated by the motorhaving means carried thereby normally out of engagement with the mainand removes the pressure-of the clutch spring driven-axle for rotatingtheaxle, a jack-shaft geared to the crank-shaftand adapted to rotate insynchronism therewith, means on the jack-shaft for throwing the drivingmeans mounted on the crank-shaft into engagement with the maindriven-axle, and means mounted on the jack-shaft for reversing the Z norotation of the driving means.

5. In a reversing mechanism for auxiliary locomotives, the combinationfof a motor, a main driven-axle, a crank-shaft rotated by the motor,having means carried thereby for rotating the axle, and a jack-shafthaving means mounted thereon for reversing the rotationof the axle.

6. In a reversing mechanism for auxiliary A locomotives, the combinationof a motor, a. crank-shaft rotated by the motor, an axle drivenby thecrank-shaft, and a jack-shaft having friction means mounted thereon forreversing the rotation of the axle.- 1m 7. In a reversing mechanism forauxiliary locomotives, the combination of a motor, a

crank-shaft rotated by the otor, an axle adapted to be driven by thebrank-shaft, a jack-shaft geared to the crank-shaft and adaptedto rotateinsynchronism therewith, I

means connected with the jack-shaft for reversing the motor, and meansmounted on the jack-shaft for reversing the rotation of the axle.

8. In a reversing mechanism for auxiliary locomotives, the combinationof a motor, a crank-shaft rotated by themotor, an axle driven by thecrank-shaft, a jack-shaft constantly geared to the crank-shaft andadapted to rotate in synchronism therewith, friction means mounted onthe jack-shaft for reversing the rotation of the axle.

I 9. In a reversing mechanism for auxiliary locomotives, the combinationof a motor, having a reciprocating piston, a slide-valve for controllingthe supply of fluid-pressure to the piston, a crank-shaft rotated by themotor, an axle driven by the crank-shaft, a jack-shaft geared to thecrank-shaft and adapted to rotate in synchronism therewith,frictionmeans mounted on the j ack-shaft for reversing the rotation ofthe axle, and fluid-pressure means for reversing the position of theslide-valve.

10. In an auxiliary locomotive propulsion unit, the combination of adriving-gear, a driven-gear, a rocker-frame, a pair of idlergearsmounted in the rocker-frame constantly meshing with the driving-gear andmorable towards the driven-gear, means for limiting the forward movementof the rockerframe, means for normally holding the idlergears out ofmesh with the driven-gear, and means for entraining one of theidler-gears with the driven-gear for driving the unit forward and meansfor entraining the other -idler-gear for the reverse movement of theunit.

11. In an auxiliary locomotive, the combination of a crank-shaft, amotor for rotating the crank-shaft, a gear mounted on the crank-shaft, adriven-gear mounted-on an axle, a rocker-frame pivoted on thecrankshaft, a pair of idler-gears journaled in the rocker-frameconstantly meshing with the driving-gear and movable towards the driven-gear, means for limiting the movement of the rocker-frame, acompensating device for normally holding the idler-gears out of meshwith the driven-gear, and friction-means for entraining the idler-gearswith the drivengear.

12. In an auxiliary locomotive, the'combination of a crank-shaft, amotor for rotating the crank-shaft, anaxle, a driven-gear mountedthereon, a rocker-frame pivoted on the crank-shaft having upwardly anddownwardly extending sides, an idler-gearconstantly in mesh with thedriving-gear journaled in each of the extending sides of therocker-frame, means for limiting the movement of the rocker-frame,friction-means for entraining one of the idler-gears for driving thelocomotive forward and to entrain the other idler-gear for driving thelocomotive backward, and a compensating device for normally holding theidler-gears out of mesh with the driven-gear.

13. In an auxiliary locomotive, the combination of a motive power means,an axle, and a train of gears for providing a releasable drivingconnection between the power means and the axle for driving thelocomotive forward or in the reverse direction, and adapted to beautomatically disconnected from the axle when the motive power isdiscontinued, and fluid-pressure means for reversing the drive of themotive power.

14. In an auxiliary locomotive, the combination of motive power means,an axle normally disconnected from said power means, and means dependentupon the action of the power means to establish a driving connectionbetween said power means and the axle for driving the locomotive forwardor in the matically disconnected from the axle when the motive power isdiscontinued, and fluid- .pressure means for reversing the drive of themotive power.

15. In an auxiliary locomotive comprising an axle having a maindriven-gear mounted thereon, a crank-shaft having a gear mountedthereon, a motor for rotating the crankshaft, a jack-shaft geared to thecrank-shaft and adapted to rotate in synchronism therewith, arocker-frame pivotally mounted on the crank-shaft, idler-gears carriedby the rocker-frame constantly in mesh with the rocker-frame, and meansmounted on the jack-shaft for throwing the idler-gears into mesh withthe gear on the main driven-axle.

17 In an auxiliary locomotive, the combination'of a motor, a main'driven axle having a gear mounted thereon, a crank-shaft, means forrotating the crank-shaft, a jack shaft geared to the crank-shaft andadapted to rotate at the same angular rate of speed,

a rocker-frame mounted on the crank-shaft,

idler-gears carried by the rocker-frame, and means mounted on thejack-shaft adapted to throw an idler-gear into mesh with the maindriven-gear on the axle in the forward or reverse rotation of the motor.

18. In an auxiliary locomotive comprising an axle having a gear mountedthereon, a crank shaft, means for rotating the crankshaft, driving meanscarried by the crankshaft for rotating the axle, but normally outreverse direction, and adapted to be autoing an axle having a gearmounted thereon,

a crank-shaft, means for rotating the crankshaft in the forward orreverse directions,

w means carried by the crank-shaft for rotating the axle in the forwardor reverse directions,

a jack-shaft, and means mounted on the jackshaft for throwing thedriving means carried by the-crankshaft into or out of engagement withthe gear mounted on the axle with each direction of rotation. V

20. In an auxiliary locomotive, comprising an axle having a gear mountedthereon, a crank-shaft, a motor for rotating the crankshaft, ajack-shaft geared to the crank-shaft and adapted to rotate insynchronism therewith, means for reversing the motor, means carried bythe crank-shaft for engaging the gear on the axle and rotating the axlein either direction, and means mounted on the jack-shaft for throwingthe driving means carried by the crank-shaft into or out ofengagementwith the gear mounted on the axle in each direction ofrotation.

21. In a reversing mechanism for auxiliary locomotives, the combinationof a motor, a main driven-axle, a crank-shaft rotated by the motorhaving means carried thereby for, rotating theaxle, and a jack-shafthaving fluid-pressure means connected therewith for reversing the motor.7 Y

22. In an auxiliary locomotive, the combination of a motor, a maindriven-axle having a gear mounted thereon, a crank-shaft rotated by themotor, gearing mounted on the crank-shaft adapted to be thrown intomeshing'and demeshing position with the gear on the driven-axle, aack-shaft geared to the crank-shaft adapted to rotate insynchronismtherewith, and fluid-pressure means connect ing with the jack-shaft forreversing the motor.

23. In an auxiliary locomotive, the combination of a motor, a maindriven-axle having a gear mounted thereon, a crank-shaft rotated by themotor, a driving-gear mounted on the crank-shaft, a rocker-framepivotally mounted on the crank-shaft, an idler-gear journaled in therocker-frame meshing with the driving-gear on each side-of the centerline of the crank-shaft, a j ack-shaft geared to the crank-shaft, meansmounted onthe jack-shaft for throwing the idler-gears into mesh with thedriven-gear, and fluid-pressuremeans for reversing the motor.

24. In an auxiliary locomotive, the combination of a motor, a maindriven-axle having a gear mounted thereon, a crank-shaft rotated by themotor, a driving-gear mounted on the crank-shaft, a rocker-frame pivotay constantly in mesh with the driving-gear journaled in the rocker-frameon each side 4 of the center line of the crank-shaft, means for normallyholding the idler-gears out of engagement with the gear on thedriven-axle, a jack-shaft geared to the crank-shaft and adaptedto rotatein synchronism therewith, friction means mounted on the jack-shaft forthrowing idler-gears into mesh with the driven-gear mounted on the axle,and fluidpressure meansfor reversing the motor.

25. In an auxiliary locomotive, the combination of a motor, a maindriven-axle having a gear mounted thereon, a crank-shaft rotated by themotor, a driving-gear mounted on the crank-shaft, a rocker-framepivotally mounted on the crank-shaft, an idler-gear constantly in meshwith the driving-gear and journaled in the rocker-frame on each side ofthe center line of the vcrank-shaft, compensating means for normallyholding the idler-gears out of mesh with the driven-gear mounted on theaxle, a jack-shaft, geared to the crank-shaft by means of a diiferentialand adapted'to rotate in synchronism therewith, a friction-clutch membermounted on the jack-shaft, a connection between the fric- -tion-clutchmember and the rocker-frame, means for rotating the friction-clutchmemher in one direction, means for rotating the crank shaft for throwingone of the idlergears into mesh with the gear on the drivenaxle,fluid-pressure means for reversing the motor and rotating thefriction-clutch mem-- her in the reverse direction, means for reverslngtherotation of the crank-shaft .to throw the other idl er-gear into meshwith the drivengear on the axle for the reverse drive, and

means for releasing the clutch. y

26. In an auxiliary locomotive, the combination of a motor, a' drivenaxle having a gear mounted thereon, a crank-shaft rotated by the motor,a drivin -gear mounted on the 110 crank-shaft, a rockerame pivotallymounted on the crank-shaft, an idler-gear constantly in mesh with thedriving-gearand ournaled in the rocker-frameon each si e of the centerline of the crank-shaft, com ensating means for normally holding the iorgears j out of mesh with the driven-gear mounted on the axle, ajack-shaft driven from the crank-shaftby means of a diiferential gearingand adapted to rotate in synchronism therewith, a spider for the difierential gearing, a quill rotatably mounted on the Jack-shaft, a camsecured to one end of the quill, a friction-clutch member mounted on thequill and engaging the differential gearing, a link connection betweenthe frictionclutch member and the rocker-frame, means for rotating thefriction-clutch member in one direction, means forrotating thecrankshaft for throwing one of the idler-gears'i nto mesh with the gearon the driven-axle, fluidpressure means for rotating the spider of thedifferential for reversing the motor and rotating the friction-clutchmember in the re- 'verse direction, means for reversing the ro- 1 arycam for engaging the cam on the quill for releasing the clutch.

27. In an auxiliary locomotive, the combination of a motor, adriven-axle, a crankshaft, means carried by the crank-shaft for rotatingthe axle, a jack-shaft, a differential gearing mounted on the jack-shaftfor driving the jack-shaft in synchronism with the crank-shaft, andfluid-pressure means for producing a multiplied relation between thejack-shaft and the crank-shaft for reversing the drive of the motor.

28. In an auxiliary locomotive, the combination of a motor having areciprocating piston, a slide-valve for controlling the supply andexhaust thereto, a driiten-axle, a

" crank-shaft driven through connections by the reciprocating piston,means carri d by the crank-shaft for rotating the driven-axle, ajack-shaft having an eccentric or crank-arm attached thereto andconnected to the slidevalve for controlling the supply and exhaust tothe piston, a differential gearing having a spider mounted on thejack-shaft for driving the jack-shaft in synchronism with thecrank-shaft, fluid-pressure means for rotating the spider of thedifferential thereby pro ducing a multiplied relation between thejackshaft and the crank-shaft thereby reciprocating the slide-valve forreversing the drive ofthe motor.

' 29. In an auxiliary locomotive, the combination of a motor, adriven-axle, a crankshaft, means carried by the crank-shaft for rotatingthe axle, a jack-shaft, a differential gearing mounted on the wok-shaftand geared to the crank-shaft for driving the jack-shaft in synchronismwith the crank-shaft, fluidpressure means for producing a multipliedrelation between the jack-shaft and the crankshaft for reversing thedrive of the motor, and means for controlling the fluid-pressure.

30. In an auxiliary-locomotive, the combination of a motor, adriven-axle, a crankshaft, means carried by the crank-shaft for rotatingthe axle, a jack-shaft, a difierential gearing mounted on the jack-shaftand adapted to rotate the jack-shaft in synchronism with thecrank-shaft, said differential gearing comprising a pair of spaced gearsmounted on the jack-shaft one of which is keyed to the jack-shaft andthe other gear being free to rotate thereon and geared to thecrank-shaft, a spider rotatably mounted on the jack-shaft between thespaced gears carrying idler-gears meshing with the spaced gears forrotating the same, means for normally holding the spider againstrotation, fluid-pressure means for rotating the spider C5 for producinga multiplied relation between v the jack-shaft and the crank-shaft forreversin the drive of the motor, and means for contro ling thefluid-pressure.

31. In an auxiliary locomotive, the combination of a motor having areciprocating piston,-a slide-valve for controlling the supply andexhaust to the piston, a driven-axle, a crank-shaft driven throughconnections by the reciprocating piston, means carried by thecrank-shaft for rotating the driven-axle, a jack shaft having aneccentric or crankarm attached thereto and connected to the slide-valvefor controlling the supply and exhaust to the piston, a differentialgearing having a spider mounted on the jack-shaft for driving thejack-shaft in synchronism with the crankshaft, a reversing cylinderhaving a reciprocating piston, a connection between the reversing pistoncylinder and the spider, fluid-pressure means for advancing thereversing piston cylinder for rotating the spider of the differentialthereby producing a multiplied relation between the jackshaft and thecrank-shaft and adapted to reciprocate the slide-valve for reversing thedrive of the motor, resilient means for returning the piston in thereversing cylinder to its original positions, and means for controllingthe fluid supply and exhaust to and from the reversing cylinder,

In testimony whereof I hereunto aflix my signature cLARnnoEHERvYFROELIGH.

